Building sustainably often means preserving existing infrastructure since the CO2 emissions from demolition and new construction can outweigh the benefits if the project isn’t successful. Strategic improvements to active transportation can enhance air quality, improve safety, and increase visibility, ultimately creating a healthier, more accessible environment.
So after all our personal observations, interviews with different stakeholders, and reviews of different literature related to reimagining active transportation generally and more locally in Easton PA. We have come up with recommendations. Our report will cover in depth the technical aspects of our Active Transportation initiatives and how we will further connect Easton residents to amenity spaces as well as local businesses.
It’s crucial to look outside regional precedents for inspiration as Easton investigates possible ways to improve its transportation infrastructure. Globally, cities are putting new ideas into practice that not only solve traffic problems but also encourage healthier urban settings. These global strategies provide important insights for regional efforts to lessen dependency on cars and promote sustainable mobility choices by demonstrating the significant effects that efficient transportation policies can have on public health and air quality.
Places outside of the US are taking drastic measures to reduce the presence of cars in city centers. London has a “Low Emission Zone” and an “Ultra Low Emission Zone” that restrict all car traffic in central London to cars with the newest emissions technology, and EVs. The scheme, originally meant mostly to reduce traffic congestion, has had very significant benefits to air quality in the city. On average, in the period between 2008 and 2013, there was 13% less particulate matter (PM10) in the air than when the scheme was first introduced in 2003. Nitrogen dioxide levels in the air were also down. By 2019, they were 18.4% lower than when the ultra-low emission zone was introduced. The health benefits from the lower emissions were also significant. Apparently, “Cleaner air in London brought about by the low emission zone contributed to a 4.5% reduction in long-term health problems and an 8% decrease in respiratory issues like asthma and bronchitis” (Kelly, 2023)
Bike lanes are a logical way to encourage the use of active transportation. They provide a separate space for cyclists, making them safer than if they had to ride along a sidewalk or in traffic. According to Zabe Bent, creator of a set of bike lane design standards that have been endorsed by the Federal Highway Administration, a solid separation between car traffic and a bike lane is only needed if the speed limit for cars is greater than 35 miles per hour (Wollan, 2022). The speed limit on LHD is 25 miles per hour. While we find that cars rarely seem to stick to the posted speed limit, we can employ traffic calming techniques to change that.
Zabe Bent also advises that bike lanes be clearly marked. Bike lanes are usually painted red or green, and Bent advises that even if there’s no physical separation from cars, the road markings should leave a gap of a few feet in between them (Wollan, 2022). While LHD is wide, adding enough space for a bike lane that’s sufficiently separated from traffic will still take careful consideration.
Finally, something to encourage the use of bike lanes is that they have a destination (Wollan, 2022). In our case, we will have to look at key destinations that cyclists may want to travel to using LHD. Having a destination should mean that it will find use as a route for travel, rather than only appealing to people in the area who want to cycle for exercise. Hopefully, a cycle lane in our area will be convenient enough that people will choose to use it, possibly over existing solutions. That should improve safety, lead to more people getting exercise, and improve air quality in Easton.
A method that can significantly increase traffic flow is a simple reprogramming of traffic lights. A study done in Kuwait found that they could decrease average wait times at traffic lights by 40 to 60% by changing the logic of the traffic lights (Alkheder et al, 2019). We can look into this for our site, potentially making a significant improvement to the state of congestion there without making any real changes to the physical infrastructure.
The advantage with the current installation is that although it is not a roundabout, they clearly mark in bold maroon colors where we have pedestrian crossings. There are currently traffic lights that allow for pedestrians to have the right of way for a certain amount of time. And lastly, there exist curb cuts on all four corners making it easier for cyclists, skateboarders, and wheelchair users to traverse. The disadvantage is that there doesn’t seem to be enough time for all active users to cross the road effectively and furthermore the roads are too large to be traversed at one juncture with traffic coming from both directions. Lastly, the speed limit is too high, exacerbated by the absence of a center island.There is a significantly higher risk of direct collision for vehicular and non-vehicular transport.
Figure 13: LHD (Google Earth, 2023) and Figure 14: Proposed Roundabout (Myszkowski, 2024)
Our first potential solution is to optimize an already proposed roundabout as roundabouts are safer for bikes and pedestrians and favor low-speed, yield-at-entry traffic flow when compared to four easy intersections and traffic circles. An advantage of the proposed roundabout is that the junction drastically decreases head-on collisions. Furthermore, there are small islands on each crosswalk drastically shortening the distance a pedestrian would have to travel at once, and lastly simplifying traffic as now the pedestrian-only needs to worry about traffic coming from one direction at a time and is also protected by the infrastructure while they wait to cross the second half. We also like that the circle has been changed to a single lane traffic which reduces the amount of cars at the intersection at any given time. Lastly because of how the roundabout is made traffic is encouraged to travel at 12-15 miles per hour which effectively makes collisions less deadly. However, there is still room for improvement in the proposal. Pictured below is our rendering.
Figure 15: Option A: satellite image of our proposed roundabout changes
For starters, we propose retaining the original maroon colored bricks for three reasons: it enhances pedestrian visibility, aligns with historical preservation and the built environment, and signals to drivers that they are sharing the space with non-vehicle users, as it visually differs from regular streets (in-person conversation with Professor Mary Wilford-Hunt 2024). Another potential option would be to allow the locals to decorate the crosswalks as they wish and for that decoration to either be made permanent or allowed to be changed occasionally. Engaging youth in designing the space fosters ownership and pride, encouraging care for the area. Community-decorated crosswalks enhance its pedestrian-friendly appeal. These decorations can include individual artworks, community organization logos, and even local business advertisements. We propose elevating the crosswalk, as the current design lacks this feature. This adjustment would also serve as a speed bump for drivers.
We are also proposing the installation of a statue within the green space, which will function as a roundabout. There already exists one of Larry Holmes but I’d propose either relocating that one, building another one, or making a statue of another historically significant figure preferably a minority, ie. a POC, woman, native american, etc. to help tell the full diverse story of the historical district. Surrounding that statue should be more green space as greenery is typically lacking in cities but holds many benefits. If possible, this greenery should extend into the traffic islands separating traffic from both directions.
The Pennsylvania Downtown Center and a federal grant have already allocated funds for this project. A potential risk of our improvements could be increased vehicle congestion, causing pushback from drivers as this is an essential road. By reducing the number of lanes, implementing slower speed limits, and adding speed bumps, we make driving in the area less convenient. While there may be initial resistance, the benefits far outweigh the drawbacks. Increased foot traffic could boost local businesses, Easton residents would enjoy improved health through walking and biking, and the overall number of accidents would decrease. Another drawback about this proposal is that although it makes active transportation better at that particular intersection, it does not take into account our half-mile span of LHD.
Figure 16: Screenshot of Larry Holmes Drive (Google Maps, 2024)
This section will cover two options that we designed to improve our half-mile span of LHD to foster a safer and pedestrian-friendly location. To start this figure above depicts the drive and the streets intersecting. It starts from 4th Street, connects to the intersection at 3rd Street which is the area in which they are proposing a roundabout, and the drive continues and stretches past Scott Park until the New Jersey Bridge. Our options B and C will include elevated crosswalks and repairs/renovations of damaged sidewalks and curb cuts.
Figure 17: Option B: satellite image depicting proposed changes
Figure 18: Option B rendering depicting visual of our proposal
For Option B, starting from 3rd Street to 4th Street, we propose converting the westbound left-turn-only lane into a combined straight-and-left-turn lane. Additionally, the white lane divider on the westbound side will be replaced with reflective plastic separators and a 3×3-inch curb that separates the bike-only lane from the traffic lane. This separator will extend to Scott Park, providing approximately half a mile of dedicated bike lane space, transforming the previous bike-shared lane into a bike-only lane. The bike lane will also connect to Scott Park’s bike trail allowing cyclists to explore the Easton trails further and the separators will be placed every three feet, totaling 880 separators for the half-mile stretch. The lanes are designed to be about 10 feet wide, providing ample space for two bike lanes accommodating westbound and eastbound cyclists.
We also propose modifying the yellow lane divider in front of Saint Sitgreaves Street to connect directly to the traffic divider instead of passing on the left side, leaving the parking spaces untouched. These changes will not only create dedicated space for cyclists, but by narrowing the lanes, they will also encourage drivers to reduce their speed. We are also adding yield signs at the intersection of LHD and 3rd Street, as well as S Sitgreaves Street, and the parking space between Fowler Literacy Center and Maternal and Family Health Services. Additionally, incorporating bike racks, benches, and water fountains along the bike path will provide amenities for those engaging in active transportation.
One limitation of Option B is the potential reduction in traffic flow between 4th and 3rd Streets due to the businesses for cars traveling both eastbound and westbound. This change will require drivers to turn more carefully and be more mindful of both pedestrians on the sidewalks and cyclists in the bike lanes. Another limitation would be the cost of implementing these features, from ballast to painting lanes, reflective separators, and more, the project will be quite expensive.
Figure 19: Option C
Option C improvements on LHD aim to foster a safer, more accessible environment that encourages walking and cycling. The elevated crosswalks near Saint Sitgreaves Street and the Shell Gas Station parking lot will serve a dual purpose and we will also allow the community to decorate the crosswalks, similarly to what we described in option A. Additionally, a speed monitoring device near Saint Sitgreaves Street will remind drivers to adhere to speed limits, making the area safer for both pedestrians and cyclists. Increasing the pedestrian walk times at the 3rd Street and LDH intersections ensures that people of all ages and abilities have ample time to cross safely, especially during peak traffic hours. Employing crossing guards will further enforce pedestrian safety and vehicle speed limits. While road and sidewalk renovations will improve quality and accessibility, together these measures create a vibrant, people-oriented corridor along LHD.
Considering these options for improving LHD, a robust maintenance and upkeep plan is crucial to preserve both functionality and aesthetic appeal. Increased street maintenance, including regular inspections and repairs, will keep the newly added bike lanes, curbs, and elevated crosswalks safe and accessible. Snow removal is essential to ensure year-round usability, particularly during winter months. Additionally, amenities such as bike racks, benches, and water fountains will require periodic cleaning and repairs to stay inviting for active transportation users. The community-decorated crosswalks, a unique and welcoming feature, will need touch-ups to maintain the vibrant artwork created by Easton’s youth. Periodic calibration of speed monitoring devices and checks on signage will reinforce driver adherence to safety standards. Together, these maintenance steps will help sustain the improvements and promote a safe, attractive environment that encourages active transportation and community connection along LHD.
In summary, the proposed enhancements to LHD emphasize safety, accessibility, and community involvement, transforming the area into an inviting and inclusive space for everyone. By incorporating features such as elevated crosswalks, dedicated bike lanes, reflective separators, community-designed elements, and improved pedestrian amenities, the plan encourages active transportation while supporting Easton’s local businesses and cultural heritage. Measures like yield signs, speed monitoring devices, and extended pedestrian crossing times will improve the safety of all road users, particularly cyclists and walkers. While these initiatives require substantial funding and may initially face opposition from drivers, the long-term advantages—such as decreased traffic congestion, healthier lifestyles, greater foot traffic for businesses, and cleaner air—will far outweigh the drawbacks. With thoughtful design, community participation, and consistent maintenance, these improvements will establish LHD as a cornerstone of sustainable urban development and an example of equitable infrastructure.